Let c be the convergency

In the spherical triangle PBA

c = PAD PBA
= 180 PAB PBA
c = 90 (PAB + PBA)
cot c= cot {90 (PAB + PBA)}
= tan (PAB + PBA)
By Napiers analogies for spherical triangles (Refer to training notes on
Astro)
cot c = cos (a b) sec (a +b) cot P .. (1)
If a b is small, cos (a b) 1.
sec (a +b) may be expressed as cosec mean latitude as a and b are co
latitudes.
cot P may be expressed as cot chlong.
Taking inverse of (1) above
tan c = 1 x sin mean lat x tan chlong
If c and chlong are small
c = chlong sin mean lat
Or Convergence = Chlong sin mean lat

Converted Meteorological Visibility (CMV)
A value equivalent to an RVR which is derived from the reported
meteorological visibility, as converted in accordance with the specified
requirements in the CAR. Conversion of Reported Meteorological Visibility to
RVR/CMV Horizontal visibility reported by the meteorological office could be
different from the slant visibility observed by the pilot due to factors such as
low lying haze and a smoke layer. The reported visibility has inherent
limitations due to the fact that it is reported at a site that is removed from the
point at which a pilot makes the approach to land and is expected to acquire
the visual reference to continue the approach. An RVR is a better
representation of the expected distance that the pilot may acquire visual cues
on approach. As RVR and meteorological visibility are established
differently, a ratio can be identified between the two. Effect of lighting
intensities and background luminance play a role when establishing an RVR.
In cases where the RVR is not reported, a pilot may derive RVR/CMV by using
a mathematical conversion depending upon the type of approach lighting
and day/night conditions. The RVR/CMV derived from the table below may be
used by an operator to commence or continue an approach to the applicable
DA/MDA. An Operator should ensure that a meteorological visibility to RVR
conversion is not used for takeoff, for calculating any other required RVR
minimum less than 800 m, for visual/circling approaches, or when reported
RVR is available. When converting meteorological visibility to RVR in all other
circumstances than those in sub-paragraph above, an operator should ensure
that Table below is used: Note. If the RVR is reported as being above the
maximum value assessed by the aerodrome operator, e.g.
RVR more than 1500 metres, it is not considered to be a reported value for
the purpose of this paragraph. The only time you can use converted visibility
is: a) No RVR measurement available and either b) CAT I ILS, or c) Straight-in
NPA


AIRCRAFT SYSTEMS
8.1 The aircraft shall be equipped to meet the following minimum equipment for RVSM
operations:

8.1.1 Two independent altitude measurement systems shall be installed. Each system
shall be composed of the following elements:
a) Cross-coupled static source/system, with ice protection if located in areas subject to
ice accretion;
b) Equipment for measuring static pressure sensed by the static source, converting it to
pressure altitude and displaying the pressure altitude to the flight crew;
c) Equipment for providing a digitally encoded signal corresponding to the displayed
pressure altitude, for automatic altitude reporting purposes;
d) Static source error correction (SSEC)/Position Error Correction (PEC), if needed to
meet the performance criteria of paras 3.3, 3.4 or 3.6 of Annexure II attached, as
appropriate; and
e) Signals referenced to a pilot selected altitude for automatic control and alerting.
These signals will need to be derived from altitude measurement system meeting the
criteria of this CAR, and in all cases, enabling the criteria of paras 8.1.3 and 8.2.6 to be
met.

8.1.2 One secondary surveillance radar transponder (meeting TSO C112 standards)
with an altitude reporting system that can be connected to the altitude measurement
system in use for altitude keeping.

8.1.3 Airborne Collision Avoidance System (ACAS II) (meeting TSO C119b standards)
to improve the safety level of flights operating within RVSM airspace.

8.1.4 An altitude alerting system that alerts the crew aurally and visually if displayed
altitude deviates from the selected altitude by more than 300 feet (for aircraft for
which application for type certification was made on or before April 9, 1997) or 200
feet (for aircraft for which application for type certification is made after April 9, 1997).

8.1.5 An automatic altitude control system shall be required which shall be capable of
controlling altitude within tolerance band of 15 metres ( 50 feet) about commanded
altitude, when operated in the altitude hold mode in straight and level flight under non
turbulent, non gust conditions.